Atomizing device for carburetors



G. 5'. FUCHS 3,485;482 L ATOMIZING DEVICE FOR CARBURETORS Dec. 23, 1969 2 Sheets-Sheet 1 Filed Oct. 24, 1967 INVENTOR. 6704/? 0. f'ucwa BY WM 5 -QM&

HTTOR/VE'YJ G. s. FUCHS ATOMIZING' DEVICE FOR CARBQRETORS Dec. 23, 1969 2 Sheets-Sheet 2 Filed Oct. 24. 1967 VIIII%IIII Z222 United States Patent 3,485,482 ATOMIZING DEVICE FOR CARBURETORS Gyula S. Fuchs, 1422 Grace Ave., Lakewood, Ohio 44107 Filed Oct. 24, 1967, Ser. No. 677,679 Int. Cl. F02m 37/00 US. Cl. 261-23 Claims ABSTRACT OF THE DISCLOSURE In a carburetor for an internal combustion engine using gasoline fuel and having the usual bowl providing a reservoir of gasoline communicating at the bottom with a fuel well through a metering orifice, a metering rod is provided having an external diameter increasing upward- 1y from the lower tip of the rod to coact with the orifice in the usual manner with varying engine loads, and means is provided for atomizing the gasoline as it is leaving the metering orifice by injecting a jet of air into it there. The invention shows a passageway through the rod from the tip thereof to a point above the level of gasoline in the bowl so that manifold vacuum effective in the fuel well will suck air through the passageway in the metering rod, thus providing the atomizing jet of air.

This invention relates to a pre-atomization of gasoline as soon as it reaches the influence of the manifold suction so that whatever gasoline is drawn into the manifold to continue to the various cylinders of the engine, is in a more finely divided state than is presently available. As the piston of an engine starts on its suction stroke, with present carburetion it gets too much gas with too little air. An object of the present invention is to see that every bit of gas which is drawn into the engine is mixed with air in a finely divided manner. Also, when a carburetor gets hot, the gasoline vaporizes easily and raw gasoline, or gasoline with insufiicient air is fed to the engine with present carburetors.

Another object of the present invention is to provide air immediately when gasoline reaches the fuel well so that it cannot pass to the engine without air mixed with it.

The invention will be described with reference to the drawings and the essential features will be set forth in the appended claims.

In the drawings,

FIG. 1 is a central sectional view through the metering rod of this invention in combination with a metering orifice and a fuel well;

FIG. 2 is a sectional view of a similar structure utilizing an orifice in a metering plate sometimes used in connection with secondary metering rods;

FIG. 3 is a front elevation taken from the left-hand side of FIG. 2 showing the arrangement of two metering rods side by side;

FIG. 4 is a fragmental sectional view, enlarged, taken along the line 4-4 of FIG. 3;

FIGS. 5 and 6 are central sectional views through other embodiments of the metering rod of this invention;

FIG. 7 is a view similar to FIG. 3 showing a double hinge arrangement for suspending the metering rods of this invention from a supporting and manipulating arm; while FIG. 8 is a sectional view through a four barrel carburetor adapted to use the present invention.

Referring first to FIG. 8, there is shown somewhat diagrammatically a section through a four barrel carburetor used on the Oldsmobile 98, Toronado, or Cutlass. This carburetor would use four of the metering rods of this invention, but it will be understood that any internal combustion engine utilizing one or more metering rods is covered hereby and the invention need not be applied "ice to an automobile engine, but might be applied to other internal combustion engines, such as airplane engines.

At the left-hand side of FIG. 8, there is seen a primary main metering rod 10 and the reader will understand that there are two of these side by side hanging on horizontal pivots in a support arm 11 which in this case is manipulated by a piston 12 whose position depends upon the interplay between a compression spring 13 and the vacuum in chamber 14 which is connected with the engine manifold. High vacuum will hold the piston 12 down, While low vacuum will permit it to move up. This is well known in the art. It is assumed hereinafter that the highest level of gasoline in the carburetor bowl or reservoir 15 is at the broken line A. The metering rod 10' of this invention is suspended in the reservoir of gas and communicates at the bottom through a metering orifice 16 with the fuel well 17. This communicates in the usual manner through passageway 18 with a smaller Venturi 19 and a larger Venturi 20 in the bore 21 which leads downwardly in the direction of the arrow to the engine manifold controlled by throttle valve 22. The gasoline inlet is at 23.

When engine speed is increased to a point where the primary side of the carburetor cannot supply sufficient air and fuel requirements, the secondary side of the carburetor is used. This is seen at the right-hand side of FIG. 8. Here a pair of metering rods, one of which is seen at 24, are suspended from actuator arm 25 in the reservoir of gasoline 26. The tapered lower end of these metering rods coacts with an orifice like that shown at 27 to vary the amount of gasoline allowed to enter the secondary fuel well 28. Here, as on the primary side, as soon as suction occurs in the secondary fuel well 28, air is sucked through the transverse bore 29 near the top of metering rod 24 and passes downwardly through the longitudinally extending passageway 30 and out the lower end or tip of the metering rod to mix there immediately with the gasoline flowing through the orifice 27 to atomize it. This mixture of air and gasoline then passes through passageway 31 and picking more air from the air bleed tube 32. The gasoline and air mixture then passes out tube 33 to the bore 34 leading to the engine manifold under the control of throttle valve 35. It should be understood that the secondary throttle valves are actuated by connecting linkage to the primary throttle lever. With the throttle valves open, a vacuum is created beneath the air valve 36 which is spring loaded to the broken line position shown in FIG. 8. Atmospheric pressure on top of this valve forces the valve to the open position shown in full lines allowing the required air to flow through the throttle bores to meet the engine demands. As the air valve 36 opens, the upper edge passes the accelerating well port 37 causing a vacuum at that point.

Due to the high temperature at the base of the carburetor during hot engine operation, the fuel begins to boil thus evaporating the fuel out of the fuel well. The secondary metering rods 24 have a small vertical slot, not shown, milled in the side at the tip to keep the fuel wells full at all times so that there will be a supply of fuel for the accelerating ports, thus giving immediate fuel delivery. The fuel from the accelerating ports 37 prevents a momentary hesitation and provides an immediate charge of fuel until the air-fuel mixture begins to flow from the secondary discharge orifices 27.

As the air valve 36 opens, it rotates cam 39 attached to the main air valve shaft. This cam lifts the actuator arm 25 to raise the metering rods 24 out of their coacting orifice plates 27.

This invention does not relate to the carburetor design per se, but instead to the design and arrangement of the metering rods so as to give pre-atomization of the fuel where it passes through the metering orifice. Referring to FIG. 1, metering rod 10 is shown as having a longitudinally extending passageway 10a which extends from the tip 10b upwardly to a lateral cross bore 1 cwhich is located high enough to be at all times above the level A of the gasoline in the bowl or reservoir. The tip, of the rod is of increasing diameter upwardly either by tapering or by steps, .or by both, so as to vary the. opening in the orifice 16 as the metering rod is raised and lowered. The L-shaped projection 10d at the upper end of the rod is for the purpose of supporting the metering rod bythe horizontal portion thereof so that the rod may oscillate slightly about the axis 10d. In this particular metering rod an intermediate portion 10a of the vertically extending longitudinal passageway is of greater cross section than those portions above and below it. It results from this particular construction that air is drawn through the bore 100 and passing downwardly will expand somewhat in the enlarged cross sectional area 10a so that its further passage through the lower portion 10a will be at increased velocity and give a greater atomizing effect in the gasoline.

FIG. 2 is an enlarged view in section of the metering rod 24. This has the longitudinally extending passageway 30 extending from the tip 24a upwardly to a cross bore 29 above the level of the gasoline A in the bowl. Obviously, raising and lowering the rod 24 in the orifice will vary the flow of gasoline out of the bowl through the orifice 27 into the well 28 where it is immediately atomized by the air jet coming down the longitudinal passageway 30. FIGS. 3 and 4 show two of the rods 24 suspended from the arm 25 with L-shaped projections 24b snugly but oscillatably received in a sleeve 40 which is held between bifurcated arms 25a of the support arm 25. This permits the metering rods to accommodate themselves in the orifices 27 as support arm 25 oscillates slightly.

FIGS. 5 and 6 show other forms of metering rods adapted for carrying out this invention which have enlarged passageway portions 41 and 42, respectively, at intermediate portions of the longitudinally extending passageway extending from the tip of the metering rod upwardly to a lateral cross bore at the top of the longitudinal passageway.

FIG. 7 shows a metering rod support arm 25 which supports on hinge pin 43 a rigid link 44 which at its outer end has a sleeve 45 receiving the L-shaped projections 46 of the metering rods 47 in the same manner and for the same purpose as the suspensions at 24b, 40, in FIG. 4. There is sometimes a tendency for the metering rods to become dislocated fromthe sleeve 40 in the structure shown in FIGS. 3 and 4 and the structure shown in FIG. 7 overcomes this difiiculty.

In one form of this invention, the cross bores c and 29 are /6 inch diameter, the passageway at 10a is /8 inch diameter, while the passageways 10a and 10a" above and below the intermediate portion are inch diameter. The passageway 30 in FIG. 2 is in diameter. Obviously, the air passageways through the metering rod must be proper for the engine with which the rod is to be used. However, those skilled in this industry will have no difficulty arranging such air passage sizes.

The operation of this invention should now be clear from the above description. When the internal combustion engine is operating, there is negative air pressure in the wells 17 and 28 at the lower ends of metering rods 10 and 24, respectively. At all times when the engine is demanding fuel, air is drawn from above the fuel level in the carburetor bowl down through the passageway in the metering rod with sufficient velocity to mechanically break up the solid liquid flowing through the metering orifice so as to atomize it sutficlently so as to prevent raw gas or gasoline with insufiicient air to be carried to' the engine manifold. This improves fuel combustion which results in improved performance of the vehicle with better power and mileage. At the same time,itprovides more perfect combustion, thus decreasing air pollution. i i

What is claimed is:

l. Carburetor apparatus for'an internal combustion engine utilizing gasoline'fuel or 'the'like, comprising' a carburetor having primary and secondary sides/and including an air bore inlet to the manifold of said engine subject. to suction when said engine is operating, each of said sides having a fuel well and a passageway connecting said well to an air inlet portion of said bore and having a fuel supply reservoir above said well, there being a metering orifice communicating between eachsaid reservoir and its associated well, a generally vertical primary metering rod suspended from its/upper end in each said reservoir and having a tapered. lower end tip coacting with said metering orifice to vary the flow of fuel'therethrough, the upper end of each rod extending above the level of fuel in its associated reservoir, means to raise and lower each said rod relative to said orifice, and means for introducing an'air jet directlyinto saidfuel imme diately after passage of said fuel through each said me tering orifice comprising a passageway extending through each said rod from the tip end thereof to an inIet pOint above the level of fuel in saidreservoir providing a passageway through which air may be sucked by suction in said well, whereby fuel-vapor-laden air is drawn from the space above said fuel and mixed immediately with fuel passing through each said orifice to atoniize said fuel there. i

2. Carburetion apparatus as defined in claim 1, where'- in said passageway extends fromthe center of the tip end of said rod centrally and longitudinally through said rod, and at said inlet point a diametrically extending bore through said rod communicates with said longitudinally extending passageway.

3. Carburetion apparatus as defined in claim 2, wherein" said passageway is of substantially uniform cross section throughout.

4. Carburetion apparatus as defined in claim 2, wherein said passageway has an intermediate portion between said tip end and said inlet point of greater cross section than the end portions of said pasageway.

5. Carburetion apparatus as defined in claim 1, where'- in said means to raise and lower said rod includes a movable arm, a rigid link having one end hingedly connected to said arm, and said link at its other end having a horizontal bore opening outwardly and embracing an L-shape extension at the top of said rod.

References Cited TIM R. MILES, Primary Examiner US. Cl. X.R 26169, 50, 12 t 

